OCIMF ship inspection report 3rd ed 28nov05

` Ship Inspection Report (SIRE) Programme Vessel Inspection Questionnaires for Oil Tankers, Combination Carriers, Shuttle Tankers, Chemical Carriers and Gas Carriers, Barges, Towing Vessels Utilised for Handling Barges, And Vessels Carrying Packaged Cargoes 3rd Edition 2005 28 Nov 2005 Rev1 Oil Companies International Marine Forum Record of Revisions Revisions Jul 05 Rev 5.16 Pollution drills 2.6 28 Nov 05 Rev Introductory Chapter Deleted mo requirement for SOPEP Drills Added guidance relating to ICE classed vessels Editorial corrections 3 SECTION 1.1 History of the SIRE Programme In 1993, OCIMF established a Ship Inspection Report (SIRE) Programme, which enabled OCIMF members to submit their ship inspection reports to OCIMF for distribution to OCIMF members and certain qualifying nonOCIMF members Participation in the original programme, as either an inspecting OCIMF Member or a programme recipient, was strictly voluntary and each programme recipient determined independently how to evaluate the information contained in the reports received from OCIMF Under the SIRE Programme, the operator of any ship that is the subject of a report was given a copy of that report and the opportunity to submit written comments relating to the report, to both the inspecting OCIMF Member and to OCIMF Report recipients accessed the SIRE System Index by computer and this permitted the index to be viewed or downloaded Programme recipients could order reports and any matching operator comments from the SIRE system Reports and comments were transmitted by facsimile to the programme recipients' pre-registered facsimile numbers on request 1.2 1997 and 2000 Revisions to the Programme The original SIRE Programme was first revised in 1997 and introduced the means whereby programme recipients were able to receive reports and any operator comments electronically, as well as by facsimile Two major changes were also introduced in the 1997 Revised Programme These were: A Uniform Vessel Inspection Procedure; and, A Vessel Particular Questionnaire (VPQ)1 The SIRE Programme was again revised in 2000 This latest 2004 revision makes further important changes to the inspection procedure whilst also adding numerous new vessel types that are inspected under the programme.2 Collectively, these are referred to herein as “Vessels” 1.3 Uniform Vessel Inspection Procedure The programme requires that participating submitting companies follow a uniform Vessel Inspection Procedure This procedure has an Inspection Element and a Report Element Under the Original 1993 Programme, the inspecting OCIMF Member was free to choose whatever inspection protocol and report format it desired In 1997, the Uniform Vessel Inspection Procedure changed this The Vessel Particular Questionnaire was a newly developed OCIMF document, also introduced in 1997 and was not part of the original programme The Vessel Inspection Questionnaire was further revised in 2000, and the Vessel Particulars Questionnaire was also revised in 2003 when a Harmonised Vessel Particulars Questionnaire (HVPQ) was introduced The SIRE Programme is now expanded to include the inspection of barges carrying petroleum products, chemicals, or gas, or vessels used in the carriage of packaged petroleum products or gas, or road tankers carrying the same commodities Towing vessels that are utilised in the handling of barges carrying the above listed products may also be inspected under the SIRE Programme The inspection of these vessels and associated questionnaires are addressed in separate questionnaires The Inspection Element uses a series of detailed inspection questionnaires as appropriate for the type of vessel inspected These questionnaires address issues associated with safety and pollution prevention Inspectors who are employed, or contracted by submitting companies must (with certain exceptions) answer all these questions Questions are, in many cases, accompanied by guidance notes and/or references to source documents Their purpose is to aid the Inspector’s response The Report Element is developed from the completed electronic questionnaire that is submitted by the Inspector, either directly to the SIRE web site, or to the submitting company for further processing prior to transmission to the vessel operator and to SIRE SECTION 2.1 The Vessel Inspection Questionnaires, Inspector Manuals and VIQ Computer Programmes The revisions to the SIRE Vessel Inspection Questionnaires and their accompanying Inspection Reports introduce significant changes to the scope and presentation of the Programme These are: The inspection of oil tankers (together with combination carriers and shuttle tankers), chemical carriers and gas carriers Under the revised Programme, these vessels are categorised by size The inspection of barges carrying petroleum products, chemicals, or gas, or vessels used in the carriage of packaged petroleum products or gas or road tankers carrying the same commodities, and also towing vessels that are utilised in the handling of barges carrying the above listed products Collectively, in this document the inspection questionnaires that are used are referred to as “Vessel Inspection Questionnaires” (“VIQs”) The key question and sub-question concept used in the 1st and 2nd Editions of the VIQ is discontinued and replaced (except in a few cases) with individual questions As in the case of previous editions, however, the “Yes” “No”, “Not Seen” or “Not Applicable” responses are utilised 2.2 Inspector Manuals The Inspector Manual was a new feature introduced with the SIRE revisions in 2000 The Manual reorganised the VIQ key questions, sub-questions and guidance notes to follow the order of the route that would normally be taken by an inspector in the course of an inspection3 As in the case of the 2nd Edition of the VIQ, Inspector Manuals will be used with this 3rd Edition that set out the questions into the approximate order that an inspector is likely to encounter them during the course of an nd inspection However, the “Pro-forma” concept used in the Edition is discontinued with these latest revisions and a fresh blank complete questionnaire is used for each inspection Selection of the questionnaire to be used for each particular inspection is made using a “Vessel Selection Wizard” incorporated into the SIRE software programme This Wizard requires a series of questions to be answered When the Wizard is completed, the appropriate questionnaire can be printed on a local printer The questionnaire may be printed in A4 or Letter, or reduced to a size appropriate to be used with the SIRE VIQ pocketbook which is issued to all SIRE-Accredited inspectors These Questionnaires must be used during each inspection The inspection findings must be transferred from the pocketbook to the appropriate VIQ computer programme after the inspection is completed Each Inspector Manual is laid out on the assumption that an inspection takes the following course: a review of the vessel’s Documentation, followed by an inspection of the Wheelhouse and Navigation, Communications, General external areas (including Mooring, Main Deck and Pumproom), Cargo Control Room, Engine and Steering Compartments and finally, the Accommodation SECTION 3.1 Using the SIRE Vessel Inspection Questionnaires (“VIQs”) The inspection questionnaires contained in this programme contain a series of questions related to safety and pollution prevention applicable to the type of vessel that is inspected These questions are consecutively numbered and are logically grouped into separate chapters Each chapter contains a series of questions to be answered by the inspector Questions may be accompanied by guidance, namely: Guidance notes to inspectors; Reference source(s) citing regulation(s) or industry guidelines pertaining to questions; and An indicator to identify issues when an inspector comment is mandatory The above-mentioned guidance, regulatory/industry references amplify the questions and these are provided to assist the inspector to answer the questions If the guidance and references lead the inspector to conclude that the question should be answered positively, the box “Yes” in the VIQ computer programme should be checked On the other hand, if the guidance and any reference sources indicate to the inspector that the question should be answered negatively, the “No” box should be checked.4 Where appropriate, the “Not Seen” or “Not Applicable” box should be ticked When inspecting oil tankers (together with combination carriers and shuttle tankers), chemical carriers and gas carriers of any size, the inspector must respond to all the questions, however, this is not the case when inspecting barges, towing vessels and vessels carrying packages cargoes5 Failure to this will mean that the inspection report cannot be transmitted to the SIRE Internet site for processing by the principal who commissioned the inspection The inspector must insert a comment when responding to any question where the response box is marked “No” The comment must specify and explain the reason why a negative response is made Additionally, where a box is marked “Not Seen” or “Not Applicable”, the reason for the response must be given in the comments section accompanying the questions For some questions, the inspector is required to comment irrespective of how the question is answered This requirement is flagged in the VIQ by bold, highlighted, italic text in the guidance notes Finally, the inspector is free, at any time, to pass comment even where a box is marked “Yes” provided such comment makes amplification to assist the understanding of a report recipient as to an issue associated with the specific question At the end of each chapter there is an Additional Comments section If the inspector has additional comments in respect of subject matter that is not covered by the specific questions in the chapter, the inspector may make such comments in the Additional Comments section A few Questions have neither guidance nor sub-questions In such cases, the Inspector is required to make an unaided answer In the case of the inspection of barges, towing vessels and vessels carrying packaged cargoes, it is not necessary to respond to every question in the questionnaire In these questionnaires, certain questions are indicated with the letter “M” to indicate that an inspector’s response is mandatory Responses to questions that are not marked “M” are preferred, but are not mandatory The above listed requirements are summarised below 3.2 Box Option Response Y Yes Tick “Yes” if, in the inspector’s professional judgement assisted by the guidance (if provided), a positive response can be made to the question N No Tick “No” if, in the inspector’s professional judgement assisted by the guidance (if provided), a negative response should be made to the question NS Not Seen Tick “Not Seen” if the issue addressed by a question has not been seen or checked by the inspector NA Not Applicable Tick “Not Applicable” if the subject matter covered by the question is not applicable to the ship being inspected Comments A comment by the inspector is required for a “No”, “Not Seen” or “Not Applicable” response or where the question specifically calls for comment irrespective of how the response box is checked Inspectors are free to record comments even where a box is checked “Yes” Additional Comments The Additional Comments section at the end of each chapter may be used to record comments in respect of the chapter that are additional to those which the inspector may make when responding to the specific questions VIQ Availability to Operators Vessel operators who require copies of the questionnaires set out in this programme, may obtain them directly from the www.ocimf-.com web site at no cost to the vessel operator SECTION Conduct of Inspections 4.1 Mandatory Inspection Requirements The following mandatory inspection requirements must be followed by Inspectors in the conduct of their shipboard inspection in order for reports to meet the requirements of the SIRE Programme: Inspectors: Must respond by entering the requested information or by checking one response box for each question; Must, where guidance to a question is provided, consider all the guidance to determine how the question should be answered; Must answer every question as it is written; Must use objective evidence when answering each question (the assurance of the vessel’s staff is insufficient evidence or proof); Must include an explanatory comment in the comments section under a question when it is answered “No”, “Not Seen” or “Not Applicable” and/or where the VIQ question or guidance requires a comment regardless of how a question is answered; Must not use a “Yes” response to any question where an inspector’s observation or comment contains negative elements (if there is such negative observation or comment then the answer to that question should be “No”); Must not, in any Comment or Additional Comments, include i Any overall or partial ship rating or indication of ship acceptability non-acceptability; ii Any matter unrelated to the topic of a VIQ chapter and, in particular, any matter unrelated to ship safety and pollution prevention; and, iii Any overall chapter ending or other partial summary of the inspector’s findings; Must give the factual basis and specific reasons for any opinions or subjective comments made by the Inspector; Must note any deficiencies or Inspector observed conditions as to which action was taken whilst the inspector was on board, and 10 Must not offer any comments or opinions with regard to actions to be taken in respect of any deficiencies or observed conditions noted by the inspector 10 4.2 Permitted Inspection Actions Inspectors may: Include comments relating to any question, even where the question is answered with a “Yes” provided such comments give useful information to the report recipient; Respond to questions or provide comments on the basis of material not included in the guidance specified for the question but must note this reliance and explain reason for the reliance; Include in the “Additional Comments’ for each chapter, any comments in respect of the subject matter not addressed by questions contained in the chapter additional to those that the inspector may make in response to the specific questions in the chapter; and Respond to questions which are not applicable to either the vessel or its cargo by checking such questions “Not Applicable” and recording the words “Not applicable” in the Comments section 4.3 Inspection Suggestions The inspector should introduce himself or herself to the master or the master’s authorised deputy, explain the scope of the inspection and discuss the order in which it will be carried out Inspectors should co-operate fully to conduct the inspection in the order that will cause the least disruption to the vessel’s operations The master or one or more of the vessel’s officers should accompany the inspector at all times during the course of the inspection Unless authorised by the OCIMF Inspecting Member and agreed by the vessel’s operator, inspections should not take place at night Inspectors must take into account statutory requirements relating to hours of rest The inspector must set a good example with respect to his or her own personal safety procedures whilst on board the vessel and in the terminal and should wear appropriate personal protection equipment at all times Electrical or electronic equipment of non-approved type, whether mains or battery powered, should not be active, switched on or used within gas-hazardous areas This includes torches, radios, mobile telephones, radio pagers, calculators, computers, photographic equipment and any other portable equipment that is electrically powered but not approved for operation in a gas-hazardous area It should be borne in mind that equipment such as mobile telephones and radio pagers, if switched on, can be activated remotely and a hazard can be generated by the alerting or calling mechanism and, in the case of mobile telephones, by the natural response to answer the call The inspector should consider requesting that equipment be run and tested to confirm that it is in operational order and that officers and crew are familiar with its operation, but must ensure that such requests not cause delay or interfere with the safety and normal operation of the vessel It should be recognised that the overall objective of the inspection is to provide the user of a SIRE Report with a factual record of the vessel’s condition and standard of operation at the time of the inspection and, in turn, allow an assessment of the risk that use of the vessel might pose It is important that any observations that the inspector intends to record in the VIQ are pointed out and discussed ‘on site’ at the time This ensures that the crew fully understand the nature of the observations and it can also save discussion at the end of the inspection Tank entry should only be undertaken if a suitable safe opportunity exists, it is approved by the Inspecting Member and port regulations allow At all times the most stringent safety procedures should be followed and an entry permit should be issued by an appropriate ship’s officer The tests and precautions contained in ISGOTT should be observed and an entry into an enclosed space should not be made without the full knowledge and consent of the master 10 107 Ships likely to trade to SPM’s should be equipped with bow chain stoppers designed to accept 76 mm chafe chain: Up to 150,000 tdw: 150 to 350,000 tdw: Over 350,000 tdw: stopper stoppers stoppers 200 tonnes swl 200 tonnes swl 250 tonnes swl Stoppers should be located between 2.7 and 3.7 metres inboard from the bow fairlead (regardless of the size of vessel) and due consideration should be given to the correct alignment of stoppers relative to the lead between bow fairlead, stopper, pedestal fairlead and winch drum or the warping drum of the winch A bow fairlead should measure at least 600 by 450 mm and be placed on the centre line Two fairleads are recommended for ships over 150,000 tonnes dwt., which should be spaced metres centre to centre apart, but in no case more than metres (MEG Appendix A) 9.27 If the vessel is equipped for mooring at single point moorings, can the pick-up hawser be led to a winch storage drum rather than the warping drum end and without the use of one or more pedestal fairleads involving an acute angle of lead? If the arrangement requires use of more than one pedestal roller to lead the hawser to the winch storage drum, comment as to the arrangement provided Notes: Many SBM terminal operators require a direct, or nearly direct lead from the bow fairlead through the bow stopper and either directly to a winch storage drum or round a single pedestal fairlead at a shallow angle to a winch storage drum If a pedestal fairlead is utilised, it should be located not less than 4.5 metres aft of the aft side of the bow stopper regardless of the size of the vessel and provide a direct, or nearly direct, lead to the storage drum Use of more than one pedestal fairlead, or if the angle of the lead is excessive, may cause excess loading being applied to the pedestal fairlead and result in serious damage to the pedestal or its foundations If a winch storage drum is used to stow the pick-up rope, it should be of sufficient size to accommodate 150 metres of 80 mm diameter rope (MEG Appendix A) 9.28 If the vessel is fitted with a hydraulically operated bow stopper, are safeguards provided to prevent its accidental release? Emergency towing arrangements: 9.29 Are emergency towing arrangements readily available for deployment forward and aft? The requirement for emergency towing arrangements applies to oil, chemical and gas tankers over 20,000 tdw For tankers constructed on or after 1st July 2002: • The arrangements shall, at all times, be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship At least one of the emergency towing arrangements shall be pre-rigged ready for rapid deployment; and, • Emergency towing arrangements at both ends shall be of adequate strength taking into account the size and deadweight of the ship and the expected forces during bad weather conditions (SOLAS II-1/3-4) For tankers constructed before July 2002: • The design and construction of emergency towing arrangements shall be approved by the administration, based on the guidelines developed by the Organisation (MSC.35); The aft emergency towing arrangement should be pre-rigged and capable of being deployed in • a controlled manner in harbour conditions by one person within 15 minutes; • The pick-up gear for the aft towing pennant should be designed at least for manual operation by one person taking into account the absence of power and the potential for adverse environmental conditions that may prevail during such emergency towing operations The pickup gear should be protected against the weather and other adverse conditions that may prevail; • The forward emergency towing arrangement should be capable of being deployed in harbour conditions in not more than one hour (It is unlikely that a length of chain could be retrieved within the time limit if it is stored in the foc’s’le space); • Forward emergency towing arrangements which comply with the requirements for aft emergency towing arrangements may be accepted; • All emergency towing arrangements should be clearly marked to facilitate safe and effective use even in darkness and poor visibility; • All emergency towing components should be inspected by ship personnel at regular intervals and maintained in good working order (MSC.35) 107 108 Note: Once the system has been deployed the watertight integrity of adjacent spaces should be maintained The prime emergency towing arrangement may be fitted either forward or aft Emergency towing-off pendants: 9.30 Are the emergency towing-off wires (fire wires) in a satisfactory condition? 9.31 Are the fire wires of appropriate size and they conform to OCIMF recommendations? Fire wires should be steel wire lines of x 36 construction and be made of the same type of steel as that recommended for standard mooring wires The use of synthetic or natural fibre ropes is not permitted as these would burn in the event of a fire (MEG 3.11) Note: The recommended sizes of fire wires are as detailed below, but this information is provided for guidance only and is not intended to indicate a uniform standard: Less than 20,000 dwt: 20,000 – 100,000 dwt: 100,000 – 300,000 dwt: 300,000 + dwt: 9.32 30 tonnes MBL, 25 metres in length; 50 tonnes MBL, 45 metres in length; 90 tonnes MBL, 60 metres in length; 110 tonnes MBL, 70 metres in length Are the emergency towing-off wires properly rigged to meet terminal requirements? Fire wires can be rigged either with or without slack on deck and the vessel should be guided by the terminal requirements The eye of the fire wire should be maintained between the water line and two metres above it (MEG 3.11) Note: Fire wires should always be rigged with sufficient slack available to allow a tug to safely connect the wire to its towing hook The recommended method is to avoid slack on deck and to hang a bight over the side and adjust the height by means of a heaving line attached to the eye and led back to the deck However, the vessel should be guided by the terminal requirements where these differ Additional comments: If the Inspector has comments in respect of the subject matter covered by the Chapter additional to those which the Inspector may make in response to the specific key questions in the Chapter, the Inspector should include such additional comments in this section 108 109 Chapter 10 Communications Satellite communications equipment normally operates at 1.6 GHz and the power levels generated are not sufficient to present an ignition hazard Satellite communications equipment may therefore be used to transmit and receive messages whilst the ship is in port Communications procedures: 10.1 Are instructions for operating the digital selective calling (DSC) and satellite communications equipment in an emergency clearly displayed? 10.2 Are the vessel’s call sign and Inmarsat ship station identity clearly marked on the radio installation? 10.3 Can officers demonstrate a satisfactory understanding of how to operate the equipment in an emergency? 10.4 Is a continuous listening watch maintained on VHF channel 16? Note: This requirement is to be reassessed in 2005 10.5 Are officers aware of the requirements for position updating on two-way communications equipment? All two-way communication equipment which is capable of automatically including the ship’s position in the distress alert shall be automatically provided with this information from an internal or external navigation receiver, if either is installed (SOLAS IV/18) If such a receiver is not installed, the ship’s position and the time at which it was determined shall be manually updated at intervals not exceeding four hours, while the ship is underway, so that it is always ready for transmission by the equipment (SOLAS IV/18) 10.6 Are officers aware of the function of the ship security alert system and how it operates? Under no circumstances should enquiries be made as to the system details All ships constructed after 1st July 2004 shall be fitted with a ship security alert system (SOLAS XI-2/6.1.1) July 2004 shall be All oil tankers, chemical tankers, gas carriers and bulk carriers constructed before fitted with such a system not later than the first survey of the radio installation after 1st July 2004 (SOLAS XI-2/6.1.3) The ship security alert system shall, when activated, initiate and transmit a ship-to-shore security alert to a competent authority, which in these circumstances may include the operator, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised (SOLAS XI-2/6.2.1) It shall not send the security alert to other ships or raise the alarm on board and it shall continue until deactivated or reset (SOLAS XI-2/6.2.2,3 and 4) 1st The ship security alert system shall be capable of being activated from the navigation bridge and in at least one other location (SOLAS XI-2/6.3.1) 10.7 Has a qualified person been designated to handle distress communications? A qualified person shall be designated to have primary responsibility for radio communications during distress incidents (SOLAS IV/16.1) Note: That person should not be the master 10.8 Are the periodical tests of communications equipment being carried out as required? The following tests should be carried out: Daily: • The proper functioning of the DSC facilities without radiation of signals; Battery voltage checks; • Printers • Weekly: • The proper function of the DSC facilities by means of a test call when within communication range of a coast station; 109 110 • 10.9 Where the reserve source of energy is not batteries, the reserve source to be tested Monthly: • Each Emergency Position Indicating Radio Beacon (EPIRB) to be tested to determine its capability to operate properly using the means provided on the device and without using the satellite system; Each marine search and rescue transponder (SART) using the in-built test facility and checked • for security and signs of damage; • The security and condition of all batteries providing a source of energy for any part of the radio installation; • The condition of all aerials and insulators; • Each survival craft two-way VHF equipment, on a frequency other than channel 16 (MSA Radio Log) Is the Radio Log being maintained correctly? The following should be being recorded: • A summary of distress, urgency and safety communications; • Important incidents relating to the radio service; • Where appropriate, the position of the ship at least once per day; • A summary of the condition of the radio equipment, including its sources of energy; • Personnel assigned responsibility for sending a distress alert instructed to operate properly all radio equipment on the ship; • Necessary instruction and information on the use of the radio equipment to relevant crew members; • Pre-sailing checks to ensure that all equipment is in an efficient working condition; • The results of the testing of the DSC distress and safety radio equipment by means of a test call at least once a week; • The results of the testing of the distress and safety radio equipment by means of a test at least once each day but without radiating any signal; • The on-load and off-load daily test of the batteries; • The results of the weekly hydrometer or load test of the batteries; • The results of the monthly security check of each battery and its connections (MSA Radio Log ) 10.10 10.11 If applicable, is the emergency radio battery log up to date? Where a reserve source of energy consists of rechargeable accumulator batteries, their capacity shall be checked, using an appropriate method, at intervals not exceeding 12 months, when the ship is not at sea (SOLAS IV/13.6) Is there a maintenance programme in place to ensure availability of the radio equipment? On ships engaged on voyages in sea areas A1 and A2, the radio availability shall be ensured by using such methods as: • Duplication of equipment; or • Shore based maintenance (the requirement on GMDSS vessels to have shore based maintenance does not infer there should necessarily be a contract but that maintenance should be carried out annually by a shore-based i.e ‘expert’ organisation); or • At-sea electronic maintenance capability; or • A combination of these as may be approved by the administration (SOLAS IV/15.6) On ships engaged on voyages in sea areas A3 and A4, the radio availability shall be ensured by using a combination of at least two of the methods detailed above (SOLAS IV/15.7) Communications equipment: 10.12 Is the communications equipment in good order? Note: The minimum requirements for radio equipment for the vessel should be taken from the Radio Certificate and its attachment Form R 10.13 Is the satellite EPIRB fitted, armed and labelled correctly and inspected in accordance with the manufacturer’s requirements? The EPIRB shall be: • Installed in an easily accessible position; • Ready to be manually released and capable of being carried by one person into a survival craft; • Capable of floating free if the ship sinks and of being automatically activated when afloat; and • Capable of being activated manually (SOLAS IV/7.1.6) 110 111 Satellite EPIRB’s shall be tested at intervals not exceeding 12 months for all aspects of operational efficiency with particular emphasis on frequency stability, signal strength and coding However, in cases where it appears proper and reasonable, the administration may extend this period to 17 months The test may be conducted on board the ship or at an approved testing or servicing station (SOLAS IV/15.9) Notes: The vessel’s name, the serial number and the maritime mobile services identity (MMSI or 15 Hex ID) should be clearly indicated on the EPIRB The inspection of EPIRB’s should include: • Inspection of the housing to ensure it is undamaged; • Inspection of the hydrostatic release unit to ensure it is in good order and in date Releases should be renewed after two years; • Inspection of the lanyard, which should be neatly stowed and not attached to the ship; • Ensuring that the markings remain clearly decipherable; • Checking the battery to ensure it is in good order and in date The battery life for most EPIRB’s is years; • Carrying out a self test Most EPIRB’s have a self test facility which is usually a spring-loaded switch When activated a light will indicate that the test circuits are operating correctly and sometimes this will also activate the strobe light It is recommended that the self test switch be held for no more than flashes of the strobe light, or no longer than minute after the first self-test mode burst transmission When the self-test is activated on a 406 Mhz EPIRB, the EPIRB is allowed to radiate a single burst which is specially coded so that it is ignored by the COSPAS-SARSAT system The EPIRB must never be tested by actual operation The annual testing of 406 MHz satellite EPIRB’s required by SOLAS IV/15.9 requires test equipment capable of performing all the relevant measurements detailed in MSC/Circ 1040 10.14 Are radio emergency batteries in a satisfactory condition and fully charged? 10.15 Are Lists of Radio Signals the latest edition and corrected up to date? 10.16 Is the vessel equipped with sufficient intrinsically safe portable radios for use on deck? Note: Sufficient portable radios should be available to allow communications between the cargo control, the deck officer, the deck watch and the master, as well as the pumpman if required Additional comments: If the Inspector has comments in respect of the subject matter covered by the Chapter additional to those which the Inspector may make in response to the specific key questions in the Chapter, the Inspector should include such additional comments in this section 111 112 Chapter 11 Engine and steering compartments Policies, procedures and documentation: 11.1 Is the vessel provided with adequate operator’s instructions and procedures? Note: Engineering procedures should include at least the following: • Engine room organisation and operation; • Unmanned machinery space (UMS) operation, when applicable; • Reporting equipment deficiencies; • Engine room emergency preparedness and actions in the event of an emergency; • Ensuring that all essential engine room equipment is available and fully operational; • Planned maintenance; • The control of spare parts 11.2 11.3 Are the duties of the watch-standing officers and ratings clearly defined? If the machinery space is certified for unmanned operation is it being operated in that mode? If the machinery space is certified for unmanned operation but is not being operated in that mode, record the reason why 11.4 If the machinery space is being operated manned, are there sufficient engineers on board? Note: If the machinery space is certified for unmanned operation, it will be likely that the Safe Manning Certificate will allow a reduced number of engineers to be carried Ensure that the manning level, if operating manned, is not at that reduced level 11.5 Has the chief engineer written his own standing orders and are night orders being completed? Notes: Standing order and night order books should be checked to ascertain that all officers are instructed as to their responsibilities Standing orders should be written by the chief engineer to reflect the specific operator’s requirements, as well as his own, particular to the vessel, the trade and the experience of the engineering officers aboard at the time It should be updated and signed by each chief engineer as they join the vessel Night orders should be written as and when they are required to supplement the standing orders 11.6 11.7 Have the watch engineers countersigned the chief engineer’s standing and night orders as read and understood? Are there adequate procedures to prevent uncontrolled entry into the engine room? Notes: Procedures should be in place to ensure that no-one enters the engine compartment alone, for example to carry out final evening checks during unattended periods, without first informing the bridge Contact should be maintained at predetermined periods Ratings should not be required to attend the engine room alone during unattended periods On vessels where a single engineer maintains a watch, there should be procedures as detailed above to regularly and frequently maintain contact with the bridge or cargo control room, unless a dead man alarm system is fitted 11.8 Is the dead man alarm system, where fitted, in good order and used as required? Note: Dead man alarm systems should be set to activate at intervals not exceeding 15 minutes 11.9 Is the engine room log book adequately maintained? 11.10 Is there a procedure to restart critical equipment? Note: A written procedure should be readily available within the engine room which should be specific to the particular ship in order to identify relevant controls The procedure should include the following guidance, where applicable, on how to: • Regain power from the emergency to the main switchboard; • Charge the air receivers for the main diesel generators in order to provide electrical power to all auxiliaries (fuel and lubricating oil pumps and the boiler supply); • Restart all auxiliaries; 112 113 • Restart the main engine and boiler 11.11 Does the operator subscribe to a fuel, lubricating and hydraulic oil testing programme? 11.12 Are detailed bunker transfer instructions available? Notes: All bunkering operations should be carefully planned and executed Pollution caused when heavy fuel oil is spilt is particularly damaging and difficult to clean up Personnel involved in the bunkering operation onboard should have no other tasks and should remain at their workstations during topping off This is particularly important when bunkers are being loaded concurrent with cargo operations, so that conflicts of interest for operational personnel are avoided Planning of bunkering operations should include the following: • Determining that there is adequate space for the volume of bunkers to be loaded; Controls for the setting of bunker system valves; • • Determining loading rates for the start of loading, bulk loading and topping off; • Arrangements of bunker tank ventilation; • Internal tank overflow arrangements; • Verification of gauging system operation and accuracy; • Alarm settings on overfill alarm units; • Communication with the terminal to establish when bunkering can be undertaken; • Methods of managing the handling of bunkers which have or may have a H2S content and testing procedures for determining the presence of hydrocarbon or H2S vapours; • Method of determining the temperature of the bunkers during loading; • Communications procedure for the operation, including emergency stop; • Changing over tanks during loading; • Containment arrangements and cleanup equipment to be available; • Manning requirement to execute the operation safely Ship’s personnel should always be alert to the possible presence of H2S in bunker fuel It is preferable that a diagram of the fuel oil transfer piping be attached to the plan Planned maintenance: 11.13 Is a planned maintenance system being followed and is it up to date? If the planned maintenance system is not class approved, record the fact Notes: Responsible personnel should be able to demonstrate familiarity with the system The planned maintenance database should include: • Details of whether maintenance is carried out according to running hours or calendar period, or if condition monitoring is used as a substitute; • Details, referenced to equipment manufacturer’s instructions or experience, of what maintenance is required; • Historical data on maintenance and repair work which has been carried out; • Spares which have been used Any proposed major repairs or overhauls should have a completion schedule, with spare parts verified as being on board or on order 11.14 Is a comprehensive and up to date inventory of spare parts being maintained? Safety management: 11.15 Is an engineer’s call alarm fitted and is it in good order and tested regularly and the results recorded? Note: Inspectors should consider testing this critical alarm To so if permitted alongside, request that a suitable test alarm be initiated which should sound on the bridge, in the duty engineer’s quarters and in public rooms If not answered within the specified period a back-up alarm system should be activated A PA announcement prior to the test would be beneficial 11.16 Are emergency escape routes clearly marked, unobstructed and adequately lit? 11.17 Is the level of lighting in all areas of the engine room satisfactory? 113 114 11.18 Do records indicate the regular testing of emergency equipment? Notes: Emergency equipment will include, where fitted, the emergency fire pump, main fire and foam pumps, emergency air compressor, emergency generator, emergency generator switchboard, emergency steering, quick closing valves, emergency stops, engineers alarms and bilge ejectors Testing of the emergency generator should be carried out under load, but to this may require the vessel to be blacked out Establish that the operator has a requirement for this test and determine from records whether they are carried out at least annually Where fitted, the emergency air compressor should be regularly tested to the starting pressure of the diesel generator The emergency air reservoir should be permanently maintained at the required pressure 11.19 Are engine room emergency stops and shut offs clearly marked and records indicate that they have been regularly tested? Note: Emergency stops include ventilation fans, fuel pumps and the quick closing valves for fuel and lubricating oil tanks 11.20 Are diesel engine high and low pressure fuel delivery pipes adequately jacketed or screened? External high pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high pressure line failure A jacketed pipe incorporates an outer pipe into which the high pressure fuel pipe is placed, forming a permanent assembly The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line failure (SOLAS II-2/4.2.2.5.2) 11.21 Are diesel engine exhausts and other hot surfaces in the vicinity of fuel, diesel, lubricating and hydraulic oil pipes protected against spray? Surfaces with temperatures above 2200C which may be impinged as a result of a leak from an oil system failure shall be properly insulated (SOLAS II-2/4.2.2.6.1) Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces (SOLAS II-2/4.2.2.6.2) 11.22 Are hot surfaces, particularly diesel engines, free of any evidence of fuel, diesel and lubricating oil? Note: Lagging and insulation should be in good condition and free from oil If there is evidence of oil leakage or oil soaked lagging this must be recorded as an observation 11.23 Are purifier rooms and fuel and lubricating oil handling areas ventilated and clean? Note: A significant number of major incidents occur as a result of engine room fires It is of particular importance that purifier rooms and oil handling areas are maintained in a clean condition 11.24 Are main engine bearing temperature monitors, or the crankcase oil mist detector, in good order? Internal combustion engines of 2,250 KW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors, or engine bearing temperature monitors, or equivalent devices (SOLAS II-1/47.2) Note: Testing of the detector alarm can be carried out either electronically or by removing a cover and blocking the sensor path 11.25 Where hydraulic aggregate pumps are located within the main engine compartment, is an oil mist detector fitted? Note: In vessels fitted with deep-well pumps driven by hydraulic pressure packs, pressure in the transmission pipes can be very high If the aggregate pumps are located within the engine compartment it is advisable that an oil mist detector be fitted 11.26 Are the main switchboard, alternators and other electrical equipment satisfactorily protected from water spray? If the main switchboard is not located in the engine control room or other protected location, record the measures that have been taken to protect it from water spray Note: Risk due to water spray in the event of failure of sea water pipes, including fire mains and hydrants, should be assessed 114 115 11.27 Is deck insulation provided to the front and rear of medium power (i.e 220V and above) electrical switchboards and is it in a satisfactory condition? Where necessary non-conducting mats or gratings shall be provided at the front and rear of the switchboard (SOLAS II-1/45 2) Non-conducting deck coverings, such as non-conducting mats or gratings, suitable for the specific switchboard voltage should be installed for personnel protection at the front and rear of the switchboard and should extend the entire length of and be of sufficient width to suit, the operating space (Note: these USCG requirements apply to switchboards exceeding 250 volts) (USCG 46 CFR 111.30-11) Note: Some decks will be made of insulating composite material and will not need extra insulation 11.28 Are gauge glass closing devices on oil tanks of a self-closing, fail-safe type and not inhibited? 11.29 Are self-closing sounding devices to double bottom tanks in good order and closed? 11.30 Is all moving machinery provided with effective guards where this presents a hazard? Note: Prudent judgement needs to be applied to determine where guards should be fitted 11.31 11.32 Do engine room machine tools have adequate eye protection available? Are records maintained for the regular inspection and testing of lifting devices? Note: Lifting devices includes cranes, portable and beam chain blocks, pad eyes, lifting beams etc 11.33 Is an inspection and maintenance programme in place for other lifting equipment such as wire slings? 11.34 Is all loose gear in the machinery spaces, stores and steering compartment properly secured? 11.35 Are chemicals properly stowed and are Material Safety Data Sheets available? Note: Protective equipment including a face shield, apron, gloves and an eye-wash should be provided at the place where chemicals are stored 11.36 Are machinery spaces and steering compartments clean and free from obvious leaks and is the overall standard of housekeeping and fabric maintenance satisfactory? 11.37 Are bilges free of oil, rubbish and sediment? Note: Oily areas indicate a lack of adequate maintenance and cleanliness However, a small amount of oil in savealls should not be considered unsatisfactory 11.38 Is the bilge high level alarm system regularly tested and are records maintained? Note: Inspectors should consider requesting that this critical alarm be tested in their presence It should be borne in mind that most bilge alarms are fitted with time delays 11.39 Are seawater pumps, sea chests and associated pipework in a satisfactory condition and free of hard rust and temporary repairs, particularly outboard of the ship-side valves? Note: The condition of sea chests, sea water lines, storm valves and hull penetrations should be carefully checked to ensure that they are in good condition Any evidence of hard rust or deterioration should be reported as an observation Machinery status: 11.40 Are the following, where applicable, all in good order and they appear to be well maintained? The main engine; 115 116 Auxiliary engines and generators, including a shaft and emergency generators where fitted; Notes: Consider examining log book entries to determine that any idle generators have been run recently Check that the automatic switch over arrangements and protection devices such as reverse power relays are in good order and that engineers are familiar with procedures for changing over generators Boilers, including waste heat Notes: Where fitted with automated boilers, they should be being and domestic boilers; operated in automatic mode Boiler controls should not be overridden or by-passed Compressors including main, instrument and emergency air compressors; Purifiers and fuel oil handling equipment; Inert gas plant, including the Note: Records should confirm that tests of trips have been carried out fans, scrubber, analyser and valves; Sewage plant; Bilge pumping arrangements and the oily water separator; Pipework, including steam, fuel, lubricating oil, seawater, sewage, drain and air pipes, etc Refrigeration and air conditioning machinery; Hydraulic aggregate pumps; Ventilation fans and trunking; Stern tube sealing arrangements; Any other items of machinery, including stand-by machinery 11.41 Is the engine side manoeuvring station in good order and are engineers familiar with the procedure for taking control from the bridge in an emergency? Note: Procedures should be readily available for this method of operation 11.42 Are concise starting instructions for the emergency generator clearly displayed? Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the administration with a stored energy capability of at least three consecutive starts A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective (SOLAS II-1/44.2) Notes: These instructions are not for the use of the qualified engineering personnel, but for others who might be required to start the generator in an emergency Where the emergency generator starting source relies on a single starter motor, then a spare starter motor should be available 11.43 Is the emergency generator reserve fuel tank provided with sufficient fuel? The generator should be capable of providing full load requirements for at least 18 hours (SOLAS II-1/43.2) Notes: This may not necessarily mean a full tank A minimum quantity to provide sufficient fuel for this requirement should have been established If necessary, the emergency generator fuel tank should be charged with fuel designed for use in sub-zero temperatures Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated (SOLAS 74 II-2/15.2.5) Oil fuel pipes, which if damaged would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 litres and above situated above the double bottom, shall be fitted with a cock or 116 117 valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such the tanks are situated (SOLAS 2004 II-2/4.2.2.3.4) The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces (SOLAS 2004 II-2/4.2.2.3.4) 11.44 Where an emergency generator is not fitted, are engine room emergency batteries in good order and fully charged? Note: The emergency batteries must supply the designed power load for up to 18 hours 11.45 11.46 Is all electrical equipment including junction boxes and cable runs in good order? Are switchboards free of significant earth faults? Note: Class rules require a minimum insulation resistance of megohm (1 million ohms) Good practice suggests that a much higher standard, as near to infinity as possible, but not less than megohms, should be aimed for Steering compartment: 11.47 11.48 Has the emergency steering gear been tested within the past three months and are the results recorded? These drills shall include direct control within the steering compartment, the communications procedure with the navigation bridge and, where applicable, the operation of alternative power supplies (SOLAS V/26.4) Are emergency steering gear changeover procedures clearly displayed in the steering compartment and in the wheelhouse? Simple operating instructions with a block diagram showing the change-over procedures for remote control systems and steering gear power units shall be permanently displayed on the navigation bridge and in the steering gear compartment (SOLAS V/26.3.1) 11.49 Are officers familiar with operation of the steering gear in the emergency mode? All ship’s officers concerned with the operation and/or the maintenance of steering gear shall be familiar with the operation of the steering systems and with the procedures for changing from one system to another (SOLAS V/26.3.2) Note: The opportunity should be taken if possible to request that an officer demonstrates the operation of the emergency steering gear 11.50 Is the steering gear emergency reserve tank fully charged? A fixed storage tank shall be provided having sufficient capacity to recharge at least one power actuating system including the reservoir (SOLAS II-1/29.12.3) Note: This may not necessarily mean a full tank A minimum level to comply with these requirements should have been established 11.51 Are the arrangements for the provision of heading information adequate? Ships with emergency steering positions shall at least be provided with a telephone or other means of communication for relaying heading information to such positions (SOLAS 1974 V/12(f) and SOLAS 2004 V/19.2.1.9) In addition, ships of 500 gt and upwards constructed after 1st February 1992 shall be provided with arrangements for supplying visual compass readings to the emergency steering position (SOLAS 74 V/12(f) and SOLAS 2004 V/19.2.5.2) 11.52 Are communications with the bridge satisfactory? 11.53 Is the rudder angle indicator clearly visible at the emergency steering position? 11.54 Is access to steering gear unobstructed? 11.55 Is the steering compartment fitted with suitable handrails, gratings or other non-slip surfaces? The steering gear compartment shall be provided with suitable arrangements to ensure working access to steering gear machinery and controls These arrangements shall include handrails and gratings or other 117 118 non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage (This regulation applies to all vessels (petroleum, chemical and gas tankers) except those of less than 10,000 gt built before 1st July 1986) (SOLAS II-1/29.13.2) Additional comments: If the Inspector has comments in respect of the subject matter covered by the Chapter additional to those which the Inspector may make in response to the specific key questions in the Chapter, the Inspector should include such additional comments in this section 118 119 Chapter 12 General appearance and condition Brief comments are required regarding the condition and appearance of the hull, weather decks, superstructure and on the condition and cleanliness of the accommodation and living quarters including hygiene, cleanliness and sanitation facilities Note: Check that each area, including structure, pipework, fittings, ladders, catwalks, rails, etc are in a satisfactory condition and that they are clean, painted and properly maintained Hull, superstructure and external weather decks: 12.1 Is the general condition, visual appearance and cleanliness of the hull satisfactory? 12.2 Is the hull free of oil staining, extensive coating breakdown or excessive marine growth? Note: 12.3 Oil Record Books should have entries that record details of any oil spills which involved pollution Are hull markings clearly indicated and correctly placed? The ship’s identification number shall be permanently marked: • In a visible place either on the stern of the ship or on either side of the hull, amidships port and starboard, above the deepest assigned load line or either side of the superstructure, port and starboard or on the front of the superstructure; and, • In an easily accessible place either on one end of the transverse bulkheads of the machinery spaces, or on one of the hatchways or, in the case of tankers, in the pump room (SOLAS XI-1/3.4) The permanent marking shall be plainly visible, clear of any other markings on the hull and shall be painted in a contrasting colour (SOLAS XI-1/3.5.1) The permanent marking referred to in paragraph shall be not less than 200 mm in height The permanent marking referred to in paragraph shall be not less than 100 mm in height The width of the marks shall be proportionate to the height (SOLAS XI-1/3.5.2) The requirement for the ship’s identification number shall be complied with not later than the first (SOLAS XI-1/3) scheduled dry-docking after 1st July 2004 for ships constructed before that date Note: The following should also be clearly indicated, where applicable: • The vessel’s name; Loadlines; • Draft marks; • • Thruster warnings; • Tug push points 12.4 Is the general condition, visual appearance and cleanliness of the weather decks satisfactory? 12.5 Do decks in working areas have clearly identified non-slip surfaces? 12.6 Is the general condition of service pipework satisfactory and is it free from significant corrosion and pitting and soft patches or other temporary repairs? Notes: The following deck pipework, should be examined, particularly on the underside, for external indications of corrosion and for patching or accelerated wear caused by rope abrasion: • Hydraulic and pneumatic pipework; • Fire mains and associated fittings; • Deck steam lines; • Compressed air lines; • Tank cleaning lines Pipe securing arrangements should be intact and permit free movement of the pipes as necessary 12.7 Are pipe stands, clamps, supports and expansion arrangements satisfactory? 12.8 Are all deck openings, including watertight doors and portholes, in a satisfactory condition and capable of being properly secured? 119 120 12.9 Are fuel, ballast and other space vents and air pipes in a satisfactory condition and does visual evidence indicate regular maintenance? Note: Vent heads should be regularly dismantled to prove that flame screens, where fitted are clean and in a satisfactory condition and that the closing device which prevents the ingress of water is also in good condition and operating correctly 12.10 Are all vents and air pipes clearly marked to indicate the spaces they serve? 12.11 Is the general condition, visual appearance and cleanliness of the superstructure satisfactory? Electrical equipment: 12.12 Is deck lighting adequate? Note: The level of deck lighting should be adequate to allow: • The safe access to the various areas for watchkeepers; • The safe use of mooring equipment; • The monitoring of the deck area for spills and leakages; • The monitoring of all deck areas and the adjacent surrounding areas to prevent unauthorised access 12.13 Is the general condition of electrical equipment, including conduits and wiring, satisfactory? 12.14 Are light fittings in gas-hazardous areas Ex 'd' rated and in a satisfactory condition? Notes: Lights will be either explosion-proof or pressurised The flame paths of explosion-proof lights should not be painted over Fluorescent fittings will generally have flame paths at each end The manufacturer’s or administration’s certificate approving the fitting for use in gas-hazardous areas will be invalidated if the correct bolts for securing the cover, or the correct light bulb size, are not used Particular attention should be paid to the following: • Cracks in metal, cracked or broken glasses or failure of cement around cemented glasses in flameproof or explosion proof enclosures; • Covers of flameproof enclosures to ensure that they are tight, that no bolts are missing, and that no gaskets are present between mating metal surfaces; • Each connection to ensure that it is properly connected; • Possible slackness of joints in conduit runs and fittings; Vent fan, cargo pump and cargo winch motors and lighting are likely to be found within gas-hazardous areas An Ex ‘d’ rating means that the equipment can withstand an internal explosion without igniting the outside atmosphere Ex ‘e’ is an increased safety rating Internal spaces: 12.15 Are internal spaces and storerooms clean, free from debris and tidy? 12.16 Is the forecastle space free of water? Accommodation areas: 12.17 Is the accommodation clean and tidy? 12.18 Are alleyways free of obstructions and exits clearly marked? 12.19 Are public spaces, including smoke rooms, mess rooms, sanitary areas, food storerooms, food handling spaces, refrigerated spaces, galleys and pantries clean, tidy and in a hygienically satisfactory condition? Notes: A frequent cause of fires is the accumulation of unburnt fuel or fatty deposits in galley ranges, within flue pipes and in the filter cowls of galley vents Such areas require frequent inspection to ensure that they are maintained in a clean condition Oil and deep fat fryers should be fitted with thermostats to cut off the electrical power and so prevent accidental fires 120 121 12.20 Are laundries free of accumulations of clothing that could constitute a fire hazard? 12.21 Is the level of accommodation lighting satisfactory? 12.22 Is the condition of electrical equipment in the accommodation satisfactory? 12.23 Are personnel alarms in refrigerated spaces in good order? Additional comments: If the Inspector has comments in respect of the subject matter covered by the Chapter additional to those which the Inspector may make in response to the specific key questions in the Chapter, the Inspector should include such additional comments in this section END OF DOCUMENT 121 ... 2002 OCIMF/ ICS 5th 1998 ICS 3rd 1989 OCIMF 2nd 1997 OCIMF 1st 1989 OCIMF 1st 2002 IMO - 2002 OCIMF/ ICS 5th 2005 OCIMF/ ICS 4th 2004 IMO - 2000 USCG - 2004 OCIMF 4th 1991 OCIMF/ ICS 4th 1994 OCIMF/ ICS... Ship Inspection Report (SIRE) Programme, which enabled OCIMF members to submit their ship inspection reports to OCIMF for distribution to OCIMF members and certain qualifying nonOCIMF members Participation... delivered after 5th April 1977 but before 1st January 1978; 2006 for ships delivered in 1978 and 1979; 2007 for ships delivered in 1980 and 1981; 2008 for ships delivered in 1982; 2009 for ships